Car-body underframe.



M. M. SCHNEIDER.

GAR BODY UNDBEPRAME.

APPLICATION FILED M123, 1009.

Patented Jan. 4, 1910.

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M. M. SCHNEIDER. OAR BODY UNDBRFRAME. APPLIUATION FILED MAR. 23, 1909.

Patented Jan.4, 1910.

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UNITED STATESPATENT OFFICE.

MAX M. SCHNEIDER, OF CHICAGO, ILLINOIS, ASSIGNOR TO THE PULLMAN COMPANY,OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

CAR-BODY UNDERFRAME.

Specification of Letters Patent.

Patented Jan. 4, 1910.

Application filed March 23, 1909. Serial No. 485,191.

useful Improvements in Car-Body Underframes, of which the following is aspecification.

My invention pertalns to nnprovements 1n the under-frames of railwaycars, and more particularly or especially concerns such underframes withdouble body bolsters desirably integral. In such cars it has beencustomary and deemed advisable, if not absolutely necessary, to extendthe center-sills from one end of the car to the other, the bolstersbeing suitably apertured for their accommodation. I have found that in adouble body bolster underfraine there is practically no bending momentjust inside the inner bolsters, and have, therefore, chosen these pointsas suitable and adaptable for riveting or otherwise splicing the centersills to the double body bolster castings, it being understood that thesills extend only from body bolster to body bolster. Accordingly thebolster casting is supplied with extensions for the ready fastening ofthe sill ends thereto. Each pair of body bolsters and the correspondingend sill are desirably cast in one piece, being connected together bybeam portions integral therewith and forming extensions or prolongationsof the center sills to the end sill. It is also desirable to providemeans unitary with the bolsters for joining together the outer ends ofthe same and the end sill.

In the accompanying drawings, forming a part of this specification andto which reference should be made for a full and complete understandingof the invention, I have illustrated a desirable and preferred embodiment of this invention, like reference characters referring to the sameparts throughout the various views.

In these drawingsFigure 1 is a plan view of a portion of an underframeof a railway car embodying my invention, the top cover plates beingbroken away to more clearly show the structural features; Fig. 2 is acentral longitudinal vertical section of the device; Fig. 3 is anenlarged cross-section on line 33 of Fig. 1; Fig. 4 is an enlarged planof a fragment of the underframe, certain port-ions being broken away tomore clearly illustrate the construction; and Fi 5 a longitudinalsection on line 5 5 of Fig. 4, as viewed in the direction indicated bythe arrows.

Each end of the car underframe has an integral or unitary double bodybolster casting, including the inner and outer bolsters 10 and 11, anend'sill 12, and central connecting spaced beam portions 13, 13 and 14,14 adapted to form extensions or prolongations of the center sillsdescribed hereinafter. The outer ends of the body bolsters 10 and 11 areconnected together by the beams 15 and 16 forming portions of the largeunitary casting mentioned above, the ends of the outer bolster 11. beinglikewise joined to the ends of the end sill 1'2 by similar parts ormembers 17. As will be readily understood by those skilled in the art,the various parts and portions of such casting may be of any desired orpreferred section, the conformation or shape of the bolsters properbeing indicated in Fig. 3. These bolsters as is clearly illustrated, areapertured and of bellied form, being substantially I-shape incross-section, while the beam portions 15 are of channel shape, and theparts 16 of angle shape in cross-section, as is indicated in Fig. 1.

Extended inwardly from the inner face of the bolster 10 is a pair ofvertical webs 18 integral with the double body bolster casting and inalineniont with the vertical webs 19 of the central spaced beam portions13, which at their central part are crossconnectcd to support the kingpin or center bearing member 20. The top and bottom flanges 21 and 22 ofthe inner bolster 10 merge into the corresponding flanges 23 and 2 1projecting in opposite directions from the extension webs or spliceportions 18, shown perhaps most clearly in Ilfiigs. 3 and I. The belliedvertical plates 25 constituting the center sills of the car underframeextend from the inner face of one inner body bolster to thecorresponding face of the other, these plates lying against the outersurfaces of the extension webs 18. as is illustrated in Fig. 4:. Eachcenter sill plate has riveted along its top and bottom edges the fourstrengthening and stiffening angle bars 26, 27, 28, and 29, theoutstanding flanges of which, at the splice or fastening ends of thecenter sills, are riveted to the top and bottom outstanding flanges 23and 24 of the fastening extensions 18, the horizontal rlvets 30extending through the vertical flanges or legs of these stlffening anglebars also passing through the plates 25 and the webs 18 to securelyfasten the center sills to the double body bolster casting, as will bereadily understood. It Will, therefore, be apparent that an unusuallystrong and ef fective splicing or fastening is obtained between the endsof the center sills and the two bolster castings at the opposite ends ofthe car underframe, and since at this point in a frame of this characterthere is substantially no bending moment, this is the most desirableplace to employ such a splice or union between the parts of the carunderframe.

In the embodiment of the invention illustrated on the drawings the topflanges 23 of the vertical webs 18 are connected together for a portionof their length, the bottom flanges 24: being likewise connected attheir inner ends by a part 31, which may be considered if desired as oneof the bottom flanges of the inner bolster.

Owing to the fact that the sill or beam portions 13 and let are spacedapart the same distance as the center sills and are in alinemcnt withthe latterfa strong and rigid underfralne is obtained even though asplicing of the center sills is employed. These con necting parts 13 and14 transmit all strains and shocks and act between the body bolsters andend sill in practically the same manner that the center sills themselveswould were they extended from end sill to end sill.

It is to be remembered and understood that minor mechanical changes maybe made in the structure shown and described herein without departurefrom the heart and essence of this invention and without sacrificing anyof its benefits and advantages.

I claim:

1. In a railway car underframe, the com bination of an integral doublebody-bolster, and a pair of center sills terminating at the inner one ofand fastened to said bodybolsters, substantially as described.

2. In a railway car underframe, the combination of a doublebody-bolster, an end sill, said double bolster and end sill beingintegral, and a pair of center sills terminating at. the inner one ofand fastened to said body bolsters, substantially as described.

3. In a railway car underframe, the combination of an integral doublebody-bolster having projecting inwardly longitudinally of the car fromthe inner one of said bolsters a pair of verticalwebs supplied at theirtop and bottom edges with oppositely-extended flanges, a pair of platecenter sills terminating at the inner one of said bolsters and lyingagainst and fastened to said webs, and strengthening rolled bars securedon opposite sides of said center sills along their top and bottom edges,said bars being fastened to said webs and flanges, substantially asdescribed.

MAX M. SCHNEIDER.

Vitnesses WM. C. BRUBAKER, FRED KUEsTER.

